US6129059A - 2-stroke cycle internal combustion engine - Google Patents

2-stroke cycle internal combustion engine Download PDF

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Publication number
US6129059A
US6129059A US09/189,812 US18981298A US6129059A US 6129059 A US6129059 A US 6129059A US 18981298 A US18981298 A US 18981298A US 6129059 A US6129059 A US 6129059A
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Prior art keywords
exhaust
communicating
passage
chamber
engine
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Expired - Fee Related
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US09/189,812
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English (en)
Inventor
Masahiro Asai
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Assigned to HONDA GIKEN KOGYO KABUSHIKI KAISHA reassignment HONDA GIKEN KOGYO KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ASAI, MASAHIRO
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B21/00—Engines characterised by air-storage chambers
    • F02B21/02—Chamber shapes or constructions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • F02B19/18—Transfer passages between chamber and cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
    • F02M67/02—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being compressed air, e.g. compressed in pumps
    • F02M67/04—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being compressed air, e.g. compressed in pumps the air being extracted from working cylinders of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to a 2-stroke cycle internal combustion engine for a vehicle in which a lower amount of blowoff of a gas mixture within a combustion chamber is experienced, fuel consumption is low and exhaust purifying performance is high.
  • a 2-stroke cycle internal combustion engine disclosed in the official gazette of Japanese Patent Laid-Open No. Hei 5-302521.
  • the chamber is arranged near the crankcase and the cylinder block, the intake control valve is placed between the crank chamber and the chamber, the scavenging control valve is placed between the chamber and the combustion chamber, and there is provided a fuel injection valve for use in injecting fuel into the chamber.
  • the exhaust expansion chamber has a large capacity, resulting in a motorcycle having an exhaust port arranged at a more forward part of the vehicle body than the combustion chamber.
  • An upstream side opening of the exhaust expansion chamber was connected to the exhaust pipe at the front part of the vehicle body.
  • the exhaust expansion chamber having a larger diameter bypassed below or at a side part of the internal combustion engine and extended to a rearward part of the vehicle body.
  • the 2-stroke cycle internal combustion engine of the present invention includes a communicating passage communicating a combustion chamber with a high pressure chamber.
  • An intake control valve controls the communicating passage so that it may be opened or closed.
  • Fuel is supplied from a fuel supplying device to the combustion chamber through the communicating passage and the intake control valve.
  • the engine is mounted on a saddle riding type vehicle with its crankshaft being directed toward a width direction of the vehicle.
  • the present invention is characterized by a cylinder of the internal combustion engine being slightly inclined from its upright position toward a forward side of the vehicle body.
  • the high pressure chamber and the communicating passage are arranged from said cylinder to the forward part of the vehicle body.
  • An opening of the communicating passage to the combustion chamber is arranged nearer to a top dead center position than a scavenging port.
  • the intake control valve is arranged near an opening of the communicating passage. Furthermore, both an exhaust pipe communicated with an exhaust passage of the internal combustion engine and an exhaust expansion chamber are arranged more rearward of the vehicle body than the cylinder.
  • the opening of the communicating passage into the combustion chamber is arranged near the top dead center rather than the scavenging port, and fuel is supplied from the fuel supplying device through the communicating passage and the intake control valve, the air not containing any fuel is fed into the combustion chamber through the scavenging passage during a scavenging suction process, ignited gas in the combustion chamber is discharged out of the exhaust opening and the scavenging passage is closed. Thereafter, the fuel is supplied into the combustion chamber through the communicating pipe. Accordingly, the blowoff of the gas mixture in the combustion chamber is prohibited and the discharge of unburned gas is restricted. Furthermore, under a low load state, a scavenging efficiency caused by scavenging with air is improved.
  • the cylinder of the internal combustion engine is inclined slightly forwardly toward the vehicle body from its upright position and the intake control valve is arranged near the opening of the communicating passage, so that a distance from the high pressure chamber to the combustion chamber is shortened and the fuel and the high pressure gas are supplied smoothly to the combustion chamber. As a result, the amount of fuel supplied is properly controlled and a high responding characteristic is attained, leading to a stable combustion state.
  • the exhaust pipe communicated with the exhaust passage of the internal combustion engine and the exhaust expansion chamber are arranged more rearward of the vehicle body than the cylinder, the exhaust systems are not extended along either the lateral side or the vertical side of the internal combustion engine toward the rearward side of the vehicle body. Therefore an increase of the vehicle width or vehicle height can be prevented in advance, a small-sized saddle riding type vehicle can be attained, and riding comfort can be improved.
  • the exhaust system having a relative large cross sectional area is arranged at the rear part of the internal combustion engine, it is possible to prevent the vehicle width or vehicle height from being increased.
  • FIG. 1 is a side elevational view illustrating an off-road running saddle riding type vehicle having the 2-stroke cycle internal combustion engine of the present invention
  • FIG. 2 is a top plan view illustrating a substantial part of FIG. 1;
  • FIG. 3 is a left side elevational view in longitudinal section illustrating a substantial part of the internal combustion engine of FIG. 1;
  • FIG. 4 is a right side elevational view illustrating the internal combustion engine of FIG. 1;
  • FIG. 5 is a top plan view in section taken along line V--V of FIG. 3;
  • FIG. 6 is an enlarged side elevational view in longitudinal section illustrating a substantial part of FIG. 3;
  • FIG. 7 is a side elevational view in longitudinal section illustrating an air intake control valve
  • FIG. 8 is a cross sectional view taken along line VIII--VIII of FIG. 7;
  • FIG. 9 is a cross sectional view taken along line IX--IX of FIG. 7;
  • FIG. 10 is an schematic view illustrating an operation cycle of the present invention.
  • FIGS. 1 to 9 a preferred embodiment of the present invention will be described.
  • An off-road running saddle riding type vehicle 1 or buggy vehicle shown in FIGS. 1 and 2 is provided with a front wheel 3 and a rear wheel 4 having a pair of right and left balloon type low pressure fires at a forward side and a rearward side of the vehicle body frame 2.
  • a steering handle 5, a fuel tank 6 and a seat 7 are arranged in sequence on the forward upper part of the off-road running saddle riding type vehicle 1 from a forward side to a rearward side.
  • a single cylinder 2-stroke cycle internal combustion engine 8 is positioned below the fuel tank 6 and seat 7 and is mounted at a substantial central part of the vehicle frame 2.
  • An air cleaner 9 and a radiator 10 are arranged and positioned on the vehicle body frame 2 in front of the single cylinder 2-stroke cycle internal combustion engine 8.
  • the cylinder 14 of the cylinder block 12 is inclined slightly from the vertical upper part toward the front side of the vehicle body.
  • the piston 15 is fitted into the cylinder 14 so that it may be reciprocated up and down.
  • crankshaft 16 is directed toward a width direction of the vehicle and rotatably pivoted in the crankcase 11.
  • the piston 15 and the crankshaft 16 are connected by the connecting rod 17 and the crankshaft 16 is rotationally driven in a counter-clockwise direction as viewed in FIG. 3 in correspondence with a rise and descent of the piston 15.
  • a starter motor 23 and a kick lever 24 are arranged above the main shaft 19 and the counter-shaft 20.
  • the single cylinder 2-stroke cycle internal combustion engine 8 is started by the starter motor 23.
  • the drive sprocket 25 is fitted to the right end of the counter-shaft 20.
  • a chain (not illustrated) is applied to the drive sprocket 25 and a driven sprocket (not shown) integral with the rear wheel 4.
  • the rear wheel 4 is rotationally driven in correspondence with a rotation of the counter-shaft 20.
  • the balancer 26 for eliminating a primary inertia force of the crankshaft 16 is rotatably pivoted to the crankcase 11, in parallel with the crankshaft 16.
  • the balancer drive gear 27 and the balancer driven gear 28 having the same diameter and the same number of teeth are fitted to the right ends of the crankshaft 16.
  • the balancer 26, the balancer drive gear 27 and the balancer driven gear 28 are engaged with each other, and the balancer 26 is rotationally driven at the same rotational speed in an opposite direction to the rotating direction of the crankshaft 16.
  • a suction passage 30 communicating with the crank chamber 29 of the crankcase 11 is formed at the forward side of the vehicle body.
  • An upstream side end of the suction passage 30 is connected to the air cleaner 9.
  • a throttle valve 31 and a reed valve 32 are arranged in series in the suction passage 30, the throttle valve 31 is connected to a throttle grip (not shown) through a communicating means (not shown). As the throttle grip is twisted in one direction, a degree of opening of the throttle valve 31 is increased.
  • a total number of five scavenging passages i.e. two pairs of scavenging passages 34 communicating the crank chamber 29 of the crankcase 11 with the upper end combustion chamber 33 of the cylinder 14 at both sides of the vehicle body and one scavenging passage 34 at the forward side of the vehicle body, are formed at the cylinder 14.
  • the scavenging opening 35 of the scavenging passage 34 is arranged slightly near a bottom dead center position of an intermediate part between the top dead center and the bottom deed center positions.
  • An opening or closing timing of the scavenging passage 34 is set as shown in FIG. 10.
  • a high pressure chamber 36 is positioned at the forward end of the vehicle body and formed at the upper part of the cylinder block 12 and the cylinder head 13.
  • a cylindrical valve chamber 37 is positioned at a midway part between the high pressure chamber 36 and the combustion chamber 33, directed in parallel with the crankshaft 16 and formed at the cylinder head 13.
  • the rich mixture gas supplying passage 38 communicated with the combustion chamber 33 is formed at the cylinder head 13 from the bottom part of the high pressure chamber 36 through the valve chamber 37.
  • a pressure air feeding passage 40 communicating between the combustion chamber 33 and the high pressure chamber 36 is positioned above the rich mixture gas supplying passage 38 and formed at the cylinder head 13.
  • the pressure air feeding opening 41 of the pressurized air feeding passage 40 is arranged near the top dead center position, rather than the rich mixture gas supplying opening 39 of the rich mixture gas supplying passage 38.
  • the rich mixture gas supplying passage 38 is provided with a fuel injection valve 42 for use in injecting fuel toward the rich mixture gas supplying opening 39.
  • the intake control valve 43 is rotatably fitted to the valve chamber 37.
  • the intake control valve 43 is formed with an arcuate rich mixture gas supplying recess 44 communicated with the rich mixture gas supplying passage 38 such that it may be opened or closed.
  • two pressurizing air feeding recesses 45 communicated with the pressurized air feeding passage 40 such that it may be opened or closed are formed at both sides of the rich mixture gas supplying recess 44.
  • the upper part of the high pressure chamber 36 and the regulator 46 are connected by a pipe 47.
  • the regulator 46 detects pressure within the high pressure chamber 36 and controls injection of fuel with the fuel injection valve 42 in correspondence with the detected pressure.
  • valve drive gear 48 is integrally fitted on the same axis of the balancer 26 at the right end of the balancer.
  • a valve driven gear 49 (having the same diameter and the same number of teeth as those of the valve drive gear 48) engaged with the valve drive gear 48 is positioned above the balancer 26 and rotatably pivoted to the crankcase 11.
  • a valve drive toothed pulley 50 integral with the driven gear 49.
  • a valve driven toothed pulley 51 having the same diameter and the same number of teeth as those of the valve drive toothed pulley 50, is fitted to the right end of the intake control valve 43.
  • a toothed endless belt 52 is applied over the valve drive toothed pulley 50 and the valve driven toothed pulley 51.
  • the intake control valve 43 is directed in the same direction as that of the crankshaft 16 and rotationally driven at the same number of rotations as that of the crankshaft 16.
  • an idler pulley 53 is oscillatably pivoted to the crankcase 11 and abutted against the toothed endless belt 52 so as to eliminate looseness of the toothed endless belt 52.
  • an exhaust gas passage 54 is arranged at a rearward side of the vehicle body while being faced against the scavenging opening 35.
  • An exhaust gas control valve 56 is arranged near an exhaust gas opening 55 of the exhaust gas passage 54.
  • the exhaust control valve 56 is positioned between a recessed part 57 with an arcuate longitudinal section formed in the cylinder block 12 and an exhaust passage member 58 formed in substantially the same longitudinal shape as that of the recess 57.
  • the exhaust passage member is fitted in a clearance having substantially the same clearance width as the recess 57.
  • a base end of the exhaust control valve 56 is integrally fitted on a rotation axis 60 rotatably pivoted to the exhaust passage member 58.
  • An exhaust pipe fixing member 59 is integrally connected to the exhaust passage member 58.
  • the rotation axis 60 is connected to an exhaust control servo motor (not shown).
  • the exhaust control servo motor is operated with a control signal outputted from a CPU (not shown) in reference to a map of exhaust opening rate with a degree of opening of the throttle valve 31 and the number of rotation of the single 2-stroke cycle internal combustion engine 8 being applied as independent variables.
  • the rotation axis 60 is oscillated such that the most suitable exhaust opening rate adapted for an operating state may be attained.
  • an exhaust pipe 61 connected to the exhaust passage 54 shown in FIG. 3 is directed toward a rearward part of the vehicle body.
  • the front end of the exhaust expansion chamber 62 directed in a forward direction is connected to the rear end of the exhaust pipe 61 as shown in FIGS. 1 and 2.
  • a communicating pipe 63 is branched from the front part 62a of the exhaust expansion chamber 62.
  • An exhaust gas purifying catalyst device 64 is positioned at the communicating pipe 63. After the communicating pipe 63 is extended in a rearward direction, it is bent in a forward direction by 180 and further at a forward part it is bent by 180 in a rearward direction and connected to a muffler 65.
  • a cooling water pump 66 is arranged at the right side of the crankcase 11.
  • the pump drive gear 67 is integral with the crankshaft 16 and the pump driven gear 68 is integral with a rotor of the cooling water pump 66.
  • the gears 67 and 68 are engaged with each other.
  • the cooling water pump 66 is rotationally driven as the crankshaft 16 is rotated.
  • the cylinder head 13 is provided with a spark plug 69 of which an electrode part is projected into the combustion chamber 33.
  • the single cylinder 2-stroke cycle internal combustion engine 8 shown in FIGS. 1 to 9 is constructed as described above, if the kick lever 24 is treaded or the starter motor 23 is rotated, the single cylinder 2-stroke cycle internal combustion engine 8 is started in operation to rotate in a counterclockwise direction as viewed in FIG. 3 (the clockwise direction in FIG. 4). Furthermore, the scavenging opening 35 is closed by the piston 15 as shown in FIG.
  • the mixture gas in the combustion chamber 33 is compressed, the compressed mixture gas is ignited by the spark plug 69 at a predetermined timing before the top dead center position, the crank chamber 29 continues to expand as the piston 15 is lifted up, and the exhaust gas is supplied into the crank chamber 29 through the suction passage 30.
  • the rich mixture gas supplying recess 44 of the intake control valve 43 is positioned in the mixture gas supplying passage 38.
  • the high pressure chamber 36 and the combustion chamber 33 are communicated with each other through the rich mixture gas supplying passage 38 and the rich mixture gas supplying recess 44.
  • Gas is forcedly fed into the high pressure chamber 36 at a cycle before it is supplied into the combustion chamber 33 through the rich mixture gas supplying passage 38 and the rich mixture gas supplying recess 44.
  • the fuel is injected from the fuel injection valve 42 into the rich mixture gas supplying passage 38 and the mixture gas is filled in the combustion chamber 33.
  • the pressurized air feeding recess 45 at the intake control valve 43 is positioned in the rich mixture gas supplying passage 38.
  • the combustion chamber 33 and the high pressure chamber 36 are communicated with each other through the rich mixture gas supplying passage 38 and the pressurized air feeding recess 45.
  • Gas in the combustion chamber 33 pressurized as the piston 15 is lifted up is started to be filled in the high pressure chamber 36.
  • the pressurized gas in the combustion chamber 33 is filled in the high pressure chamber 36 and then the filling of the gas from within the combustion chamber 33 into the high pressure chamber 36 is finished at 55° before the top dead center (TDC) position.
  • the intake supplying operation is continued up to the top dead center (TDC) position and new intake gas is sucked into the crank chamber 29.
  • the mixture gas in the combustion chamber 33 is ignited by the spark plug 69 near the top dead center (TDC) position.
  • the piston 15 descends, the combustion gas in the combustion chamber 33 is expanded, the exhaust opening 55 is released at 85° after the top dead center (TDC) position, and the combustion gas flows from the exhaust opening 55 into the exhaust expansion chamber 62 through the exhaust passage 54.
  • a pressure wave of the combustion gas in the exhaust expansion chamber 62 is reflected against the rear end wall of the exhaust expansion chamber 62 and reaches the exhaust opening 55, resulting in that an inertia effect of the exhaust gas as well as a blowoff effect is realized.
  • a scavenging effect is increased and an output of the single cylinder 2-stroke cycle internal combustion engine 8 is improved.
  • the exhaust gas flowing into the exhaust expansion chamber 62 is not cooled in the exhaust expansion chamber 62, but immediately flows into the exhaust gas purifying catalyst device 64. Therefore, a high exhaust temperature is kept. The gas passes through the exhaust gas purifying catalyst device 64, resulting in an increase in exhaust purifying performance.
  • the air cleaner 9, the suction passage 30, the throttle valve 31 and the intake part of the reed valve 32 or the like are arranged in front of the single cylinder 2-stroke cycle internal combustion engine 8, running air flowing from the forward side of the vehicle does not receive heat generated from the single cylinder 2-stroke cycle internal combustion engine 8. Furthermore, the air is fed smoothly into the crank chamber 29 of the crankcase 11, resulting in a high filling efficiency being attained.
  • the exhaust passage 54 is positioned more rearwardly than the combustion chamber 33, opened in a rearward direction.
  • An exhaust system such as the exhaust pipe 61 connected to the exhaust passage 54, the exhaust expansion chamber 62, the communicating pipe 63, the exhaust gas purifying catalyst device 64, and the muffler 65 or the like is arranged more rearwardly than the single cylinder 2-stroke internal combustion engine, so that the exhaust system does not bypass near the side part of or the upper part and the lower part of the single cylinder 2-stroke cycle internal combustion engine 8. This results in no increase of the vehicle width, height or minimum ground height. Furthermore, the size of the off-road running saddle riding type vehicle 1 can be reduced and comfort can be increased.
  • the exhaust expansion chamber 62 elongating in a forward or a rearward direction is curved at its rearward part toward the center of the width of the vehicle.
  • the communicating pipe 63 branched at the front part of the exhaust expansion chamber 62 is bent at a forward or a rearward part.
  • the rear end of the communicating pipe 63 is connected to the muffler 65 and the exhaust gas purifying catalyst device 64 is placed at the communicating pipe 63, so that even if the exhaust system is arranged at the rear part of the vehicle more rearwardly than the single cylinder 2-stroke cycle internal combustion engine 8, a pipe length required in the exhaust system is sufficiently assured.
  • the high pressure chamber 36 is arranged in front of the combustion chamber 33. Even if the cylinder 14 is inclined forwardly, its degree of inclination is small, so that the rich mixture gas supplying passage 38 communicating from the high pressure chamber 36 to the combustion chamber 33 is not elongated as much, less amount of adhesion of fuel accumulated in the rich mixture gas supplying passage 38 extending from the high pressure chamber 36 to the combustion chamber 33 is found, the mixture gas is supplied stably from the high pressure chamber 36 to the combustion chamber 33 and at the same time a supplying responding characteristic of the mixture gas is high.
  • the intake control valve 43 is rotated near the rich mixture gas supplying opening 39 of the rich mixture gas supplying passage 38 from the crank chamber 29 toward the combustion chamber 38, a flowing direction of the fuel and the high pressure gas is coincided with a rotating direction of the intake control valve 43 end the fuel and the high pressure gas are supplied smoothly into the combustion chamber 33 and a fuel supplying amount is properly controlled.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Silencers (AREA)
US09/189,812 1997-11-12 1998-11-12 2-stroke cycle internal combustion engine Expired - Fee Related US6129059A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP9-310247 1997-11-12
JP31024797A JP3844159B2 (ja) 1997-11-12 1997-11-12 ２ストロークサイクル内燃機関

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050150706A1 (en) * 2004-01-09 2005-07-14 Honda Motor Co., Ltd. Fuel injection system and related structure for a four-wheeled saddle-type vehicle
WO2012021914A1 (de) 2010-08-20 2012-02-23 Ge Jenbacher Gmbh & Co Ohg Vorkammersystem
US20130259760A1 (en) * 2012-03-28 2013-10-03 Honda Motor Co., Ltd. Exhaust system for saddle-ride type vehicle
AU2014202793B2 (en) * 2013-07-10 2016-07-07 Honda Motor Co., Ltd. Exhaust structure for compact vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05302521A (ja) * 1992-04-24 1993-11-16 Suzuki Motor Corp ２サイクルエンジンの掃気装置
US5376341A (en) * 1992-07-24 1994-12-27 Corning Incorporated Catalytic converter for motorcycles
US5645018A (en) * 1995-09-19 1997-07-08 Honda Giken Kogyo Kabushiki Kaisha Two cycle internal combustion engine
US5752476A (en) * 1996-08-26 1998-05-19 Suzuki Kabushiki Kaisha Exhaust controller for two-stroke-cycle engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05302521A (ja) * 1992-04-24 1993-11-16 Suzuki Motor Corp ２サイクルエンジンの掃気装置
US5376341A (en) * 1992-07-24 1994-12-27 Corning Incorporated Catalytic converter for motorcycles
US5645018A (en) * 1995-09-19 1997-07-08 Honda Giken Kogyo Kabushiki Kaisha Two cycle internal combustion engine
US5752476A (en) * 1996-08-26 1998-05-19 Suzuki Kabushiki Kaisha Exhaust controller for two-stroke-cycle engine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050150706A1 (en) * 2004-01-09 2005-07-14 Honda Motor Co., Ltd. Fuel injection system and related structure for a four-wheeled saddle-type vehicle
WO2012021914A1 (de) 2010-08-20 2012-02-23 Ge Jenbacher Gmbh & Co Ohg Vorkammersystem
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AU740527B2 (en) 2001-11-08
AU9233198A (en) 1999-06-03
JPH11148358A (ja) 1999-06-02

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